Vehicle consumption monitoring system and method

ABSTRACT

A monitoring system and method determine a consumption metric representative of one or more of an amount of fuel consumed or an amount of energy consumed by a vehicle during travel over a route. The consumption metric is independent of one or more of vehicle load or elevation change over the route. The system and method optionally can determine a route condition metric representative of a condition of a route traveled upon by a vehicle. The route condition metric is based on a comparison between an actual grade of the route at one or more locations along the route and an estimated grade of the route at the one or more locations.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to U.S. Provisional Application No.62/067,238, filed 22 Oct. 2014, the entire disclosure of which isincorporated herein by reference.

FIELD

The subject matter described herein relates to vehicles that consumefuels and/or energy to propel the vehicles.

BACKGROUND

Various types of vehicles consume fuels and/or energy to power thevehicles. For example, fuel gas (e.g., diesel and non-diesel fuels),electric current, oil, coal, natural gas, wind power, solar power, orthe like, may be used to power the vehicles. The vehicles may powerthemselves to propel the vehicles using these fuels and/or energy.

The consumption of the fuels and/or energy may not be equivalent acrossdifferent vehicles and/or operators of the vehicles. For example, due todifferences in the way operators control throttles and/or brakes of thevehicles, different vehicles of the same type of vehicle (e.g.,different ones of the same make and/or model of a vehicle) that areoperated by different drivers may consume different amounts of fueland/or energy to propel the vehicles over the same or substantiallysimilar routes.

Simply measuring how much fuel and/or energy is consumed by differentoperators controlling the vehicles may not provide insight into how theoperators can control the vehicles more efficiently. Merely comparinghow much fuel is consumed by one operator versus another operator maynot accurately reflect if the driving habits of one operator are more orless efficient in terms of the fuel and/or energy consumed than anotheroperator.

The amount of fuel and/or energy consumed may be based on a variety ofother factors that are not readily apparent. For example, calculating adistance traveled by a vehicle per unit of fuel and/or energy (e.g.,miles per gallon, kilometers per liter, or the like) may not accuratelyreflect how efficiently different operators control the vehicles becausethe amount of fuel and/or energy that is consumed can significantlyincrease during travel over inclined segments of a route, even for moreefficient operators.

Being able to directly compare how efficiently different operatorscontrol vehicles may be useful in examining the operators to find moreefficient ways to control the vehicles, in identifying which vehiclesoperate more efficiently than other vehicles, or the like.

BRIEF DESCRIPTION

In one embodiment, a monitoring system includes a control systemconfigured to determine a consumption metric representative of one ormore of an amount of fuel consumed or an amount of energy consumed by avehicle during travel over a route. The consumption metric isindependent of one or more of vehicle load or elevation change over theroute.

In another embodiment, another monitoring system includes a controlsystem configured to determine a route condition metric representativeof a condition of a route traveled upon by a vehicle. The routecondition metric is based on a comparison between an actual grade of theroute at one or more locations along the route and an estimated grade ofthe route at the one or more locations.

In another embodiment, a method (e.g., for monitoring a vehicle)includes determining a consumption metric representative of one or moreof an amount of fuel consumed or an amount of energy consumed by avehicle during travel over a route. The consumption metric isindependent of one or more of vehicle load or elevation change over theroute.

In another embodiment, another method (e.g., for monitoring a route)includes determining a route condition metric representative of acondition of a route traveled upon by a vehicle. The route conditionmetric can be based on a comparison between an actual grade of the routeat one or more locations along the route and an estimated grade of theroute at the one or more locations.

BRIEF DESCRIPTION OF THE DRAWINGS

Reference is made to the accompanying drawings in which particularembodiments and further benefits of the invention are illustrated asdescribed in more detail in the description below, in which:

FIG. 1 is a schematic illustration of a vehicle having a vehicleconsumption monitoring system according to one embodiment;

FIG. 2 illustrates a grade profile for a trip of the vehicle shown inFIG. 1 according to one example;

FIG. 3 illustrates a different grade profile for a trip of the vehicleshown in FIG. 1 according to one example;

FIG. 4 illustrates a flowchart of one embodiment of a method formonitoring consumption of fuel and/or energy by a vehicle; and

FIG. 5 illustrates a flowchart of one embodiment of a method formonitoring conditions of a route being traveled by one or more vehicles.

DETAILED DESCRIPTION

One or more embodiments of the subject matter described herein providesystems and methods that determine consumption metrics representative ofhow much fuel and/or energy is consumed by vehicles. The consumptionmetrics can represent the consumed fuel and/or energy independent ofvehicle load and/or elevation change over the course of trips traveledby the vehicles. The consumption metrics may be independent of thevehicle load and/or elevation change over the trips in that theconsumption metrics do not change for different vehicle loads and/orelevation changes for a vehicle traveling a trip. For example, if avehicle is operated in the same manner (e.g., the same throttle and/orbrake settings are used at the same locations) along the same route fromthe same origin location to the same destination location for first andsecond trips, but the vehicle load differs for the first trip versus thesecond trip, then the consumption metrics may be the same orsubstantially the same (e.g., within a designated range of each other,such as 1%, 3%, 5%, or the like) for the first and second trips. Asanother example, if the vehicle is operated in the same manner (e.g.,the same throttle and/or brake settings are used at the same locations)along different routes that cause the vehicle to experience differentchanges in elevation between origin and destination locations for thirdand fourth trips, then the consumption metrics may be the same orsubstantially the same. Determining the consumption metrics to beindependent of vehicle loads and/or elevation changes can allow for theconsumption metrics for different operators of the vehicles, differentvehicles, different operational conditions of the vehicles, and thelike, to be more easily compared to identify which vehicles, operators,and/or operational conditions are more efficient and/or to allowoperators to more easily learn how to operate the vehicles moreefficiently. Optionally, one or more route metrics can be determined.The route metrics can represent conditions of the routes being traveledupon by the vehicles. The consumption metrics and/or route metrics canbe displayed to operators of the vehicles and/or communicated to alocation that is off-board the vehicles (e.g., a dispatch center) forreview by the operator and/or others at the off-board location.

FIG. 1 is a schematic illustration of a vehicle 100 having a vehicleconsumption monitoring system 102 according to one embodiment. Themonitoring system determines consumption metrics and/or route metricsdescribed herein to assist the operator of the vehicle 100 and/or othersto analyze performance and/or operation of the vehicle 100. The vehicle100 may be an off-highway vehicle, such as a mining vehicle or othervehicle that is not designed and/or not legally permitted to travel onpublic roadways. For example, the vehicle 100 may represent aload-haul-dump (hereinafter “LHD”) type vehicle having a bucket 104 orother apparatus for carrying cargo. Alternatively, the vehicle 100 maybe another type of mining vehicle. In another embodiment, the vehicle100 is another type of vehicle, such as a rail vehicle (e.g., alocomotive), an automobile, a marine vessel, an airplane or othervehicle capable of flight, or the like. Optionally, the vehicle 100 canrepresent a vehicle consist, such as a group of two or more vehiclesthat are mechanically and/or logically coupled with each other to travelalong a route 106 as a unit. Such a vehicle consist can include severalvehicles connected by couplers with one or more of the vehicles 100propelling the vehicle consist, or several vehicles that are notmechanically coupled with each other, but that communicate with eachother to coordinate movements of each other such that the vehicleconsist travels as a unit along the route 104. The components of thevehicle 100 and/or monitoring system 102 can be operably connected witheach other by one or more wired and/or wireless connections. Forexample, the components described herein can be connected by wires,cables, busses, wireless network channels, or the like, forcommunication of data and/or other signals there between.

The monitoring system 102 is shown as being entirely disposed onboardthe vehicle 100. Optionally, one or more components of the monitoringsystem 102 may be disposed elsewhere, such as at an off-board location(e.g., a dispatch center), onboard another vehicle in the same vehicleconsist as the vehicle 100, in another vehicle that is not in the samevehicle consist as the vehicle 100, or the like.

The monitoring system 102 includes a control system 108 that representshardware circuits or circuitry that includes and/or is connected withone or more processors (e.g., electronic logic-based devices, such asmicroprocessors, computers, controllers, engine control units, or thelike). The processors can operate based on instructions stored on atangible and non-transitory computer readable memory device 116, such asa computer hard drive, optical drive, flash drive, solid state drive, orthe like. These instructions can direct the processors to carry out oneor more operations described herein. For example, a single processor canperform all of the operations described herein, two or more processorsmay perform different operations, and/or two or more processors mayperform one or more of the same operations.

The control system 108 can calculate consumption metrics for operatorsof the vehicle 100. The consumption metrics can be operator dependent inthat different consumption metrics can be calculated for differentoperators operating the same vehicle 100 over the same trip carrying thesame load, due to the different ways in which the operators control thevehicle 100. In one aspect, a per-operator consumption metric canrepresent or be calculated as the fuel and/or energy consumed per unitof an energy required for a trip or a segment of the trip. For example,the consumption metric may be calculated as the fuel and/or energyactually consumed by the vehicle 100 from a first location to adifferent, second location along the route 106, divided by an amount ofenergy that is calculated as being required to propel the vehicle 100from the first location to the second location:

$\begin{matrix}{C_{i} = \frac{F}{E}} & \left( {{Equation}\mspace{14mu} {{No}.\mspace{14mu} 1}} \right)\end{matrix}$

where C_(i) represents the consumption metric for the i^(th) operator ofthe vehicle 100, F represents the actual amount of fuel and/or energyconsumed by the vehicle 100 in moving from a first location to a secondlocation, and E represents the amount of energy that is calculated asbeing required by the vehicle 100 to move from the first location to thesecond location.

The actual amount of fuel and/or energy consumed by the vehicle 100 (F)can be determined from data provided by an engine controller 110 of thevehicle 100. The engine controller 110 can represent an electroniccontrol unit, such as an engine control unit (ECU), powertrain controlmodule (PCM), or the like, that controls one or more engines of thevehicle 100 and/or monitors operation of the one or more engines. Apowertrain 112 of the vehicle 100 represents the one or more engines ofthe vehicle 100, as well as motors, shafts, gears, axles, or the like,that translate movement (e.g., rotation) by the engines into propulsionof the vehicle 100.

The engine controller 110 also can include and/or represent a supplysensor that generates data representative of how much fuel and/or energyis supplied to the engine of the vehicle 100 from a fuel and/or energysource 114 (“Fuel/Energy Source” in FIG. 1). For example, the enginecontroller 110 can include a mass flow sensor that generates datarepresentative of how much fuel is supplied to the engine, an ammeterthat generates data representative of how much electric current issupplied to the motors of the vehicle and/or generated by the engine, orthe like. The source 114 can represent one or more tanks holding fueland/or batteries, capacitors, or the like, storing electric energy forpowering the vehicle 100.

The control system 108 can monitor this data from the engine controller110 to determine how much fuel and/or energy is actually consumed by thevehicle 100 (F). Optionally, the control system 108 can calculate theamount of fuel and/or energy that is actually consumed (F) based on oneor more efficiency estimates and power generated by the powertrain 112.For example, the control system 108 can estimate the amount of fueland/or energy that is actually consumed (F) based on the amounts ofpower generated by the powertrain 112 and a designated efficiency raterepresentative of how efficiently the powertrain 112 consumes fueland/or energy at the different power outputs of the powertrain 112.

The energy required for moving the vehicle 100 (E) can be calculated bythe control system 108. In one embodiment, the required energy can beestimated based on an unloaded weight of the vehicle 100, a weight of avehicle load, grades of segments of the route 106 between the first andsecond locations, a moving resistance of the vehicle 100, and a distancealong the route 106 from the first location to the second location. Theenergy (E) can be based on these factors such that, an increase in theunloaded weight, an increase in the weight of the vehicle load, inclinedgrades, an increase in the moving resistance, and/or an increase in thedistance traveled can cause the energy (E) to increase, while a decreasein the unloaded weight, a decrease in the weight of the vehicle load,declined grades, a decrease in the moving resistance, and/or a decreasein the distance traveled can cause the energy (E) to decrease.

The unloaded weight of the vehicle 100 can be a designated weight of thevehicle 100 without cargo or materials being carried by the vehicle 100.This weight can be programmed into the memory device 116 and/or thecontrol system 108. Optionally, this weight can be input into thecontrol system 108 and/or memory device 116 using an input device 118 ofthe vehicle 100. The input device 118 can represent one or moreassemblies used to receive information from an operator, such as akeypad, electronic mouse, stylus, touchscreen, microphone, pedal,throttle lever, button, or the like. The control system 108 optionallymay obtain the weight from the memory device 116.

The weight of the vehicle load can be the weight of the cargo and/ormaterials being carried by the vehicle 100. This weight can be inaddition to the unloaded weight of the vehicle 100. For example, a totalweight of the vehicle 100 can include the weight of the vehicle load andthe unloaded weight of the vehicle 100. The weight of the vehicle loadcan be input using the input device 118 and/or can be obtained from datagenerated by a weight sensor 120 (e.g., a scale) that represents theweight of the cargo and/or materials being carried by the vehicle 100.

The grades of segments of the route 106 between the first and secondlocations represent the amount of incline and/or decline of differentsegments of the route 106. The grades can be determined based on datagenerated by a grade sensor 122, such as an inclinometer, accelerometer,etc., may be input using the input device 118, and/or may be obtainedfrom a database stored in the memory device 116. For example, the layoutof the route 106 (e.g., grades, distances, curvatures, or the like) maybe stored in the memory device 116.

The moving resistance of the vehicle 100 can represent forces thatresist movement of the vehicle 100 along the route 106. This resistancecan represent forces resisting motion of the vehicle 100 when thevehicle 100 moves along the route 106, such as rolling resistance, drag,air and/or water currents, or the like. The moving resistance can bemeasured or estimated by the control system 108 based on how much poweris generated by the powertrain 112 and how fast the vehicle 100 moves.The moving speed of the vehicle 100 can be determined from datagenerated by a speed sensor 124, such as a tachometer, globalpositioning system receiver, cellular triangulation system, or otherdevice. Optionally, the moving resistance can have a designated valuethat is stored in the memory device 116 and/or is input via the inputdevice 118.

The distance traveled by the vehicle 100 can be determined by thecontrol system 108, such as by monitoring how fast the vehicle 100travels and for how long; by examining data generated by a globalpositioning system receiver, cellular triangulation system, or the like;and/or by receiving the distance from the memory device 116 and/or theinput device 118.

The consumption metric can be calculated using one or more of thesefactors to represent how efficiently the operator controls the vehicle100 from the first location to the second location. Basing theconsumption metric on the fuel and/or energy consumed per energyrequired to travel (E) instead of the fuel and/or energy consumed perjust the distance traveled can allow for the consumption metrics fordifferent trips of the vehicle 100 or vehicles 100 to be compared. Forexample, different trips may have different grade profiles, which cansignificantly impact the rate of fuel and/or energy consumption, eventhough the distances traveled by the vehicle 100 or vehicles 100 in thedifferent trips may be the same or substantially the same. Additionally,the different grade profiles can significantly impact the rate of fueland/or energy consumption for trips having very different distances.

FIGS. 2 and 3 illustrate different grade profiles 200, 300 for trips ofthe vehicle 100 according to one example. The grade profiles 200, 300are shown alongside horizontal axes 202 representative of distance alonga route 106 (shown in FIG. 1) and vertical axes 204 representative ofelevation. The grade profiles 200, 300 represent the grades of the route106 encountered by vehicles 100 traveling from origin locations 206, 306to corresponding final locations 208, 308 of trips or hauls of thevehicles 100. Distances 210 along the route 106 from the originlocations 206, 306 to the final locations 208, 308 may be the same orsubstantially the same.

During travel along the route 106 according to the different gradeprofiles 200, 300, the vehicle 100 traveling along the grade profile 200may consume more fuel and/or energy than the vehicle 100 traveling alongthe grade profile 300. For example, generating sufficient torque ortractive effort to propel the vehicle 100 up segments 212 of inclinedgrades in the grade profile 200 may require more fuel and/or energy tobe consumed by the powertrain 112 relative to the vehicle 100 travelingalong the grade profile 300. Differences in the consumption metrics forthe vehicles 100 traveling along the grade profiles 200, 300 can be dueto differences in the ways in which operators of the vehicles 100control the vehicles 100. For example, a first operator may drive afirst vehicle 100 over the grade profile 200 and a second operator maydrive a second vehicle 100 over the grade profile 300. The first andsecond vehicles 100 may have different vehicle loads. The secondoperator may change throttle positions more frequently and/or use largerchanges in throttle positions, thereby causing the second vehicle 100 toaccelerate and/or decelerate along the grade profile 300 more rapidlyand/or by greater amounts relative to the first operator.

As a result, the consumption metric for the second operator may belarger than the consumption metric for the first operator due to thesecond operator driving less efficiently than the first operator, eventhough the first operator controls the first vehicle 100 over largerinclines in the route 106 and/or the first vehicle 100 is carrying aheavier load. The consumption metric of the first operator may besmaller than the consumption metric of the second operator due to thelarger and/or more frequent changes in throttle positions by the secondoperator. For example, the amount of energy that is estimated as beingrequired for the first vehicle 100 to travel over the grade profile 200(e.g., E) may be larger than the amount of energy that is estimated asbeing required for the second vehicle 100 to travel over the gradeprofile 300 (e.g., E) due to the grades of the segments 212 in the gradeprofile 200 being larger than the grades of the grade profile 300.Optionally, the unloaded weight of the first vehicle 100, the vehicleload carried by the first vehicle 100, the moving resistance of thefirst vehicle 100, and/or the distance over the grade profile 200 may belarger or longer than that for the second vehicle 100.

The first operator may cause the first vehicle 100 to consume more fueland/or energy than the second operator causes the second vehicle 100 toconsume during travel over the respective grade profiles 200, 300, but,because the needed energy (E) that is estimated for the first vehicle100 is larger than the needed energy (E) estimated for the secondvehicle 100, the consumption metric of the second operator may be largerthan the consumption metric of the first operator. This may be due tothe more inefficient manner in which the second operator controls thesecond vehicle 100 relative to the first operator and the first vehicle100.

Returning to the description of the vehicle 100 and the monitoringsystem 102 shown in FIG. 1, the vehicle 100 and/or monitoring system 102may include an output device 126, such as an electronic display device(e.g., computer monitor, touchscreen, etc.), a speaker, or the like. Thecontrol system 108 may communicate the consumption metric calculated foran operator of the vehicle 100 to the output device 126, and the outputdevice 126 may present (e.g., display or otherwise communicate to theoperator) the consumption metric to the operator. In one aspect, theconsumption metric is calculated and/or presented to the operatorfollowing completion of a trip of the vehicle 100 (e.g., traveling froman origin location to a destination location). Optionally, theconsumption metric may additionally or alternatively be calculatedand/or presented to the operator at designated time intervals, such asthe end of a working shift of the operator, every hour, or the like.Additionally or alternatively, the consumption metric may be calculatedand/or presented as the operator is driving the vehicle 100. The outputdevice 126 can present the consumption metric along with the actualamount of fuel and/or energy consumed by the operator.

The vehicle 100 and/or monitoring system 102 may include a communicationdevice 128. The communication device 128 includes or represents hardwareand/or software that are used to communicate with off-board locations,such as other vehicles 100, a dispatch center, or the like. Thecommunication device 128 may include an antenna, a transceiver, and/orassociated circuitry for wirelessly communicating (e.g., communicatingand/or receiving) information described herein, such as consumptionmetrics, the actual amount of fuel and/or energy consumed by a vehicle100, efficiency estimates, power generated by a powertrain 112, anunloaded weight of a vehicle 100, a weight of a vehicle load, grades ofsegments of a route, a grade profile, a moving resistance of a vehicle,a distance to be traveled or that has been traveled by a vehicle 100, orthe like. Optionally, the communication device 128 can include and/orrepresent a location determining device, such as a global positioningsystem receiver, a cellular triangulation system, or the like.

In one aspect, the control system 108 may determine one or morecomparison metrics to be presented to the operator via the output device126 and/or communicated to one or more off-board locations. Thecomparison metrics can include an average, median, or other statisticalanalysis of other consumption metrics. For example, several consumptionmetrics calculated for an operator over several trips, several workingshifts, several days, several weeks, several months, or the like, may bestored in the memory device 116 and/or in a memory device disposedoff-board the vehicle 100. An average or median of these consumptionmetrics can be calculated as an operator-specific consumption metric.This operator-specific consumption metric can be saved to monitor theoperator over time and/or presented on the output device 126 so that theoperator can compare a current consumption metric with the average ormedian consumption metric of the operator. The operator can determinebased on a comparison of these metrics of the operator is controllingthe vehicle 100 more or less efficiently than prior trips of theoperator.

As another example, the consumption metrics calculated for severaldifferent operators controlling the same vehicle 100 at different times(e.g., during different trips) may be used to calculate avehicle-specific consumption metric. The vehicle-specific consumptionmetric may be an average or median of the consumption metrics calculatedfor different trips of the same vehicle 100, regardless of whichoperators are driving the vehicle 100 during the different trips. Thevehicle-specific consumption metric may be monitored by the controlsystem 108 and/or an off-board location (e.g., a dispatch center) toidentify trends in the metric that may be indicative of an impendingmechanical fault or failure of the vehicle 100. For example, if thevehicle-specific consumption metric is increasing over time and/orincreasing over several different operators driving the vehicle 100,then the increasing metric may indicate that the vehicle 100 isconsuming more and more fuel and/or energy, and therefore may have animpeding mechanical fault or failure. The control system 108 and/oroff-board location may then automatically (e.g., without operatorintervention) generate warning signals presented on the output device126 and/or communicated to a repair facility to warn the operator and/orschedule inspection, repair, and/or maintenance of the vehicle 100.

As another example, the consumption metrics calculated for severalvehicles 100 operating in a same location may be used to calculate alocation-specific consumption metric. For example, consumption metricsmay be calculated for mining vehicles operating in the same mine. Asanother example, consumption metrics for vehicles 100 operating during adesignated time period (e.g., a day, a week, a month, a year, or thelike) in a designated location or area (e.g., the same city, county,state, country, or the like). An average or median of these consumptionmetrics may be calculated as a location-specific consumption metric. Thelocation-specific consumption metric may be displayed to an operatorand/or compared to the consumption metric of the operator by the controlsystem 108 to determine how efficiently the operator is controlling thevehicle 100 relative to other operators in the same location.

As another example, the consumption metrics calculated for severalvehicles 100 in a fleet of the vehicles 100 may be used to calculate afleet-wide consumption metric. The vehicles 100 that are included in afleet may be those vehicles 100 that are operating under the directionof a manager or other single director of operations, that are movingtogether (e.g., at the same time), that are engaged in the same activity(e g, mining the same mine), and/or that are under the same ownership.The fleet-wide consumption metric may be displayed to an operator and/orcompared to the consumption metric of the operator by the control system108 to determine how efficiently the operator is controlling the vehicle100 relative to other operators in the same fleet.

The control system 108 optionally may calculate different consumptionmetrics for different operational settings of the vehicle 100. Theseconsumption metrics can be referred to as operational mode-specificconsumption metrics. As one example, different consumption metrics maybe calculated for different throttle positions, power outputs, speeds,or the like, of the vehicle 100. During time periods that the operatorcontrols the vehicle 100 at a first throttle setting (e.g., a firstpedal position, first throttle lever position, etc.), a first poweroutput (e.g., horsepower), a first speed, or the like, the controlsystem 108 may calculate a first consumption metric. During differenttime periods that the operator controls the vehicle 100 at a different,second throttle setting, a different, second power output, a different,second speed, or the like, the control system 108 may calculate a secondconsumption metric, and so on. As another example, different consumptionmetrics may be calculated for different operational modes of the vehicle100. For example, during time periods that the operator controls thevehicle 100 to accelerate, the control system 108 may calculate a firstconsumption metric. During other, different time periods that theoperator controls the vehicle 100 to decelerate, the control system 108may calculate a second consumption metric. During other, different timeperiods that the operator controls the vehicle 100 to maintain a speed(e.g., coast, such as by not changing speed by more than a designatedthreshold of 1%, 3%, 5%, or the like), the control system 108 maycalculate a third consumption metric. The different consumption metricscan be displayed to the operator on the output device 126, such as bydisplaying the operational mode-specific consumption metricscorresponding to a current operational mode of the vehicle 100 (e.g.,throttle positions, accelerating, decelerating, coasting, or the like)can be displayed during the corresponding current operational mode.

Additionally or alternatively, different consumption metrics can bedetermined for different grades of the route 106. These consumptionmetrics can be referred to as grade-specific consumption metrics. Forexample, during travel over different segments of the route 106 havingthe same or similar grade (e.g., the angles of inclination ordeclination are within a designated range of each other, such as 1%, 3%,5%, 10%, or another value), an average, median, or the like, of theconsumption metrics may be calculated as the grade-specific consumptionmetric for those segments. During travel over other segments of theroute 106 having the same or similar grade, an average, median, or thelike, of the consumption metrics may be calculated as the grade-specificconsumption metric for those segments, and so on.

Additionally or alternatively, different consumption metrics can bedetermined for time periods when the vehicle 100 is loaded or unloadedwith cargo, and/or for different weights of the cargo. These consumptionmetrics can be referred to as vehicle loading-specific consumptionmetrics. For example, during travel when the vehicle 100 has a loadedweight within a first range of weight (e.g., less than five hundredkilograms), an average, median, or the like, of the consumption metricsmay be calculated as the vehicle loading-specific consumption metric forthat amount of load. During travel when the vehicle 100 has a loadedweight within a second range of weight (e.g., at least five hundredkilograms but less than one thousand kilograms), an average, median, orthe like, of the consumption metrics may be calculated as the vehicleloading-specific consumption metric for that amount of load, and so on.A consumption metric also may be calculated for when the vehicle 100 isnot carrying any load.

As one example, different consumption metrics may be calculated fordifferent throttle positions of the vehicle 100. During time periodsthat the operator controls the vehicle 100 at a first throttle setting(e.g., a first pedal position, first throttle lever position, etc.), thecontrol system 108 may calculate a first consumption metric, duringdifferent time periods that the operator controls the vehicle 100 at adifferent, second throttle setting, the control system 108 may calculatea second consumption metric, and so on. As another example, differentconsumption metrics may be calculated for different operational modes ofthe vehicle 100. For example, during time periods that the operatorcontrols the vehicle 100 to accelerate, the control system 108 maycalculate a first consumption metric. During other, different timeperiods that the operator controls the vehicle 100 to decelerate, thecontrol system 108 may calculate a second consumption metric. Duringother, different time periods that the operator controls the vehicle 100to maintain a speed (e.g., coast, such as by not changing speed by morethan a designated threshold of 1%, 3%, 5%, or the like), the controlsystem 108 may calculate a third consumption metric. The differentconsumption metrics can be displayed to the operator on the outputdevice 126, such as by displaying the operational mode-specificconsumption metrics corresponding to a current operational mode of thevehicle 100 (e.g., throttle positions, accelerating, decelerating,coasting, or the like) can be displayed during the corresponding currentoperational mode.

The consumption metrics may be monitored by one or more off-boardlocations (e.g., a dispatch center or facility) to monitor historicaltrends in the consumption metrics for different operators, differentvehicles, and the like. Based on this data, poor performing operators,vehicles 100, or the like, can be identified and remedied byinstruction, repair, or the like. For example, poor performing operatorsmay be identified and the manner in which the operators control vehicles100 examined in order to instruct the operators how to more efficientlyoperate the vehicles 100. As another example, vehicles 100 with poorconsumption metrics may be scheduled for inspection, repair, and/ormaintenance. As another example, fleet-wide consumption metrics may beexamined to determine how to improve efficiency across the fleet.Consumption metrics also may be examined to determine future areas forimproved efficiencies.

The condition of the route 106 being traveled upon by the vehicle 100also can impact the efficiency at which the vehicle 100 consumes fueland/or energy. For example, poor road conditions can cause increasedfuel and/or energy consumption due to increased torque being needed topropel the vehicle 100 over the route 106. In addition or as analternate to determining the consumption metrics, the control system 108can determine a route condition metric. The route condition metric canrepresent the condition of the route 106, such as a quantifiable valuerepresentative of how close or far the actual condition of the route 106is to an ideal condition of the route 106. In one embodiment, the routecondition metric may be based on a comparison between an estimated gradeof the route 106 and an actual grade of the route 106. For example, theroute condition metric may be calculated as:

$\begin{matrix}{R = \frac{G_{e}}{G_{m}}} & \left( {{Equation}\mspace{14mu} {{No}.\mspace{14mu} 2}} \right)\end{matrix}$

where R represents the route condition metric for the route 106 at oneor more locations, G_(e) represents an estimated grade of the route 106at the one or more locations, and G_(m) represents the actual ormeasured grade of the route 106 at the one or more locations.

The estimated grade of the route 106 (G_(e)) may be obtained by thecontrol system 108. The control system 108 can calculate the estimatedgrade based on the vehicle load, the unloaded vehicle weight, the powergenerated by the powertrain 112 (e.g., torque), and/or the speed of thevehicle 100. For example, the estimated grade may be larger for heaviervehicle loads, heavier unloaded vehicle weights, increased torquegenerated by the powertrain 112, and/or decreased speeds of the vehicle100, and the estimated grade may be smaller for lighter vehicle loads,lighter unloaded vehicle weights, decreased torque generated by thepowertrain 112, and/or increased speeds of the vehicle 100. The actualor measured grade of the route 106 (G_(m)) may be obtained from the datagenerated by the grade sensor 122 and/or from a database of gradesrecorded in the memory device 116.

In one aspect, the control system 108 may apply a filter to one or moreof the route condition metric, the estimated grade of the route 106(G_(e)), and/or the actual or measured grade of the route 106 (G_(m)) toremove the impact of noise on the calculation of the route conditionmetric. Poor conditions of the route 106 can cause the power generatedby the powertrain 112 (e.g., torque), the speed of the vehicle 100,and/or the measured grade of the route 106 to temporarily increase ordecrease during relatively short time periods, such as when wheels ofthe vehicle 100 slip relative to the route 106. In order to eliminate orreduce the impact of these transient effects on the estimated grade ofthe route 106 (G_(e)) and/or the actual or measured grade of the route106 (G_(m)), a low pass filter may be applied to the estimated grade ofthe route 106 (G_(e)) and/or the actual or measured grade of the route106 (G_(m)). Such a filter may remove changes in the estimated grade ofthe route 106 (G_(e)) and/or the actual or measured grade of the route106 (G_(m)) that occur (e.g., increase and then decrease, or decreaseand then increase) within a designated time period, such as within onesecond, three seconds, five seconds, or the like. As a result, noise inthe estimated grade of the route 106 (G_(e)) and/or the actual ormeasured grade of the route 106 (G_(m)) is eliminated from thecalculation of the route condition metric.

The route condition metric can be presented to the operator via theoutput device 126 and/or communicated to an off-board location via thecommunication device 128. The route condition metric can represent thecondition of the route 106. For example, larger route condition metricsmay indicate that the powertrain 112 of the vehicle 100 is using morepower (and therefore fuel and/or energy) to propel the vehicle 100 thanshould be necessary over the actual grade of the route 106, potentiallydue to poorer conditions of the route 106 (relative to smaller routecondition metrics). Responsive to the route condition metric exceeding adesignated threshold (e.g., a value of one, 1.25, 1.5, two, or anothervalue), a warning signal may be automatically communicated to theoperator and/or an off-board location. This warning signal may causeother vehicles 100 to change operation (e.g., use lower torques byautomatically restricting the range of throttle settings that thevehicles can use), to cause a dispatch center to change schedules and/orroutes of the vehicles 100 to avoid the routes 106 with poorerconditions (e.g., by automatically changing schedules of the vehicles toavoid these routes), to automatically change signals that direct whichroutes 106 the vehicles 100 are to take to avoid the routes 106 withpoorer conditions, or the like. In one aspect, the route conditionmetric can be used to identify when to perform inspection, maintenance,and/or repair of a route 106, such as when the route condition metricexceeds the designated threshold and/or when the route condition metriccontinues to increase over a designated period of time (e.g., one ormore days, weeks, months, or the like, such as a time period that islonger than an adverse weather condition or season associated withadverse weather conditions, like winter or spring). Responsive to theroute condition metric exceeding the designated threshold, a dispatchfacility may automatically communicate an instruction to a repairvehicle to travel to the location of the route associated with the routecondition metric to inspect and/or repair the vehicle.

FIG. 4 illustrates a flowchart of one embodiment of a method 400 formonitoring consumption of fuel and/or energy by a vehicle. The method400 may be performed by the monitoring system 122 to monitor theefficiency in which a vehicle 100 is operated. At 402, an amount ofenergy required for moving the vehicle 100 over an upcoming segment of aroute 106 (e.g., from a first location to a second location) isdetermined. As described above, this energy can be calculated based onan unloaded weight of the vehicle 100, a weight of a vehicle load,grades of segments of the route 106 between the first and secondlocations, a moving resistance of the vehicle 100, and a distance alongthe route 106 from the first location to the second location.

At 404, an amount of fuel and/or energy that is actually consumed by thevehicle 100 for movement over the upcoming segment of the route 106 isdetermined. For example, the volume of fuel and/or amount of electricenergy that is used to power the vehicle 100 during travel over theupcoming segment is measured or estimated. At 406, a consumption metricis determined based on the needed amount of energy and the amount offuel and/or energy that is actually consumed. The consumption metric maybe expressed in terms of gallons, liters, amps, watts, or the like, perJoule or other unit of energy. Optionally, the consumption metric may bedetermined based on one or more other consumption metrics, operationalsettings or modes, grades, operators, or the like, as described herein.

At 408, the consumption metric is presented to an operator of thevehicle 100 and/or to an off-board location. For example, theconsumption metric may be shown on the output device 126 to the operatorand/or communicated via wireless transmission and/or broadcast to adispatch facility. At 410, a determination is made as to whether theconsumption metric indicates that one or more remedial actions need tobe taken. For example, consumption metrics that exceed one or morethresholds (e.g., one, 1.5, two, 2.5, or the like), may indicate thatthe vehicle 100 is consuming more fuel and/or energy than is needed andthat action needs to be taken to reduce the amount of fuel and/or energybeing wasted. If the consumption metric indicates that remedial actionneeds to be taken, then flow of the method 400 can proceed to 412.Otherwise, flow of the method 400 can return to 402.

At 412, one or more remedial actions may be taken. For example, thecontrol system 108 may automatically implement restrictions on howfrequently and/or how much throttle settings, speeds, and/or poweroutputs of the vehicle 100 can change in order to prevent the operatorfrom accelerating at too great of a rate responsive to the consumptionmetric exceeding a designated threshold. As another example, the controlsystem 108 and/or off-board location may then automatically generatewarning signals presented on the output device 126 and/or communicatedto a repair facility to warn the operator and/or schedule inspection,repair, and/or maintenance of the vehicle 100 responsive to theconsumption metric exceeding a designated threshold. As another example,the consumption metric may indicate that travel over a certain gradecauses an increase in the consumption metric. The control system 108and/or dispatch center may prevent the vehicle 100 from traveling overthat grade and/or limiting operations of the vehicle 100 to reduce theconsumption metric over the grade. As another example, the consumptionmetric may indicate that certain cargo and/or load weights causes thevehicle 100 to have an increased consumption metric relative to othercargos and/or load weights. The remedial action may involve schedulingor otherwise causing the vehicle 100 to carry one or more cargos or loadweights associated with the lower consumption metric and/or preventingthe vehicle 100 from carrying the cargo and/or load weight associatedwith the larger consumption metric. Flow of the method 400 optionallymay then return to 402.

FIG. 5 illustrates a flowchart of one embodiment of a method 500 formonitoring conditions of a route being traveled by one or more vehicles.The method 500 may be performed by the monitoring system 122 to monitorthe conditions of the route 106. At 502, an estimated grade of the route106 at one or more locations is determined. The estimated grade of theroute 106 may be calculated based on the vehicle load, the unloadedvehicle weight, the power generated by the powertrain 112 (e.g.,torque), and/or the speed of the vehicle 100, as described above. At504, the actual grade of the route 106 is determined at the one or morelocations. For example, the actual grade may be measured from the datagenerated by the grade sensor 122 and/or from a database of gradesrecorded in the memory device 116. For example, the current location ofthe vehicle 100 can be compared with locations along the route 106 thatare stored in the memory device 116 with associated grades in order todetermine the actual grade of the route 106 at the one or morelocations.

At 506, the route condition metric is determined based on the estimatedgrade and the actual grade. For example, the route condition metric canrepresent the amount or degree to which the estimated grade is largerthan the actual grade, as described herein. In one aspect, a filter canbe applied to one or more of the route condition metric, the estimatedgrade of the route 106 (GO, and/or the actual or measured grade of theroute 106 (G_(m)) to remove the impact of noise on the calculation ofthe route condition metric. At 508, the route condition metric can bepresented to the operator and/or communicated to an off-board location.

At 510, a determination is made as to whether the route condition metricindicates that one or more remedial actions need to be taken. Forexample, route condition metrics that exceed one or more thresholds(e.g., one, 1.5, two, 2.5, or the like), may indicate that the conditionof the route 106 at the one or more locations is poor (e.g., slippery orotherwise adverse to travel). If the route condition metric indicatesthat remedial action needs to be taken, then flow of the method 500 canproceed to 512. Otherwise, flow of the method 500 can return to 502.

At 512, one or more remedial actions may be taken. For example, thecontrol system 108 may automatically implement restrictions on howfrequently and/or how much throttle settings, speeds, and/or poweroutputs of the vehicle 100 can change in order to prevent the operatorfrom accelerating at too great of a rate. As another example, thecontrol system 108 and/or off-board location may then automaticallygenerate warning signals presented on the output device 126 and/orcommunicated to a repair facility to warn the operator and/or scheduleinspection, repair, and/or maintenance of the route 106. As anotherexample, the control system 108 and/or dispatch center may prevent thevehicle 100 and/or other vehicles 100 from traveling over the portion ofthe route 106 having the route condition metric that is indicative of apoor condition route. Flow of the method 500 optionally may then returnto 502.

In one embodiment, a monitoring system includes a control systemconfigured to determine a consumption metric representative of one ormore of an amount of fuel consumed or an amount of energy consumed by avehicle during travel over a route. The consumption metric isindependent of one or more of vehicle load or elevation change over theroute.

In one aspect, the control system can include one or more processorsthat obtain data from one or more sensors and/or a memory device inorder to determine the consumption metric. The one or more sensors caninclude a supply sensor (e.g., a mass flow sensor, ammeter, etc.) thatgenerates data representative of how much fuel is supplied to an engineof the vehicle and/or how much electric current is supplied to one ormore motors of the vehicle, a speed sensor (e.g., a tachometer) thatgenerates data representative of vehicle speed, a global positioningsystem receiver that generates data representative of how far thevehicle has traveled, etc. The memory device can include data such asweights of the vehicle and/or vehicle load, route grades, movingresistances of the vehicle, etc. The one or more processors can obtainthis data from the sensors and/or memory device in order to determinethe consumption metric.

In one aspect, the vehicle is a mining vehicle.

In one aspect, the control system is configured to be disposed onboardthe vehicle.

In one aspect, the control system is configured to determine an amountof energy needed for travel of the vehicle over the route. Theconsumption metric can represent the one or more of the amount of fuelconsumed or the amount of energy consumed per unit of the energy neededfor the vehicle to travel over the route.

In one aspect, the control system is configured to determine the energyneeded for the vehicle to travel over the route based on one or more ofan unloaded weight of the vehicle, a weight of a vehicle load carried bythe vehicle, one or more grades of the route, a moving resistance of thevehicle, or a distance along the route that the vehicle is to travel.

In one aspect, the unloaded weight of the vehicle is a designated weightof the vehicle without cargo or materials being carried by the vehicle.

In one aspect, the weight of the vehicle load is a weight of the cargoor materials being carried by the vehicle.

In one aspect, the grade of the route represents an amount of one ormore of an incline or decline of the route.

In one aspect, the moving resistance of the vehicle represents one ormore forces that resist movement of the vehicle along the route.

In one aspect, the one or more of the amount of fuel consumed or theamount of energy consumed is one or more of an actual amount of fuelthat is actually consumed by the vehicle or an actual amount of electricenergy that is actually consumed by the vehicle.

In one aspect, the control system is configured to communicate with anengine controller of the vehicle to determine the one or more of theamount of fuel consumed or the amount of energy consumed by the vehicle.

In one aspect, the monitoring system also includes a supply sensorconfigured to generate data representative of the one or more of theamount of fuel consumed or the amount of energy consumed by the vehiclefrom a fuel and/or energy source of the vehicle.

In one aspect, the control system is configured to calculate the one ormore of the amount of fuel consumed or the amount of energy consumed bythe vehicle based on one or more efficiency estimates of the vehicle andpower generated by a powertrain of the vehicle.

In one aspect, the consumption metric represents how efficiently anoperator controls the vehicle.

In one aspect, the control system is configured to present theconsumption metric to an operator of the vehicle on an output device ofthe vehicle.

In one aspect, the control system is configured to present theconsumption metric along with one or more of an actual amount of thefuel consumed or an actual amount of energy consumed by the vehicle.

In one aspect, the control system is configured to communicate theconsumption parameter to one or more off-board locations off of thevehicle.

In one aspect, the control system is configured to determine one or morecomparison metrics based on the consumption metric. The one or moreconsumption metrics include one or more of an operator-specificconsumption metric representative of several consumption metricsassociated with operation of the vehicle by the same operator, avehicle-specific consumption metric representative of severalconsumption metrics associated with operation of the vehicle duringmultiple different trips of the vehicle and/or by multiple differentoperators, a location-specific consumption metric representative ofseveral consumption metrics associated with operation of the vehicle andone or more other vehicles at a common location, a fleet-wideconsumption metric representative of several consumption metricsassociated with the vehicle and one or more other vehicles in the samefleet of vehicles, an operational mode-specific consumption metricrepresentative of several consumption metrics associated with differentoperational modes or settings of the vehicle, a grade-specificconsumption metric representative of several consumption metricsassociated with different grades of the route, and/or a vehicleloading-specific consumption metric representative of severalconsumption metrics associated with one or more of different cargos,different weights of the cargos, and/or an absence of the cargos in thevehicle.

In one aspect, the different operational modes of the vehicle includeone or more different throttle settings of the vehicle, different speedsof the vehicle, and/or different powers generated by a powertrain of thevehicle.

In one aspect, the control system is configured to generate a warningsignal based on the one or more comparison metrics, the warning signaldirecting one or more of an inspection, repair, and/or maintenance ofthe vehicle.

In one aspect, the control system is configured to determine a routecondition metric representative of a condition of the route traveledupon by the vehicle. The route condition metric can be based on acomparison between an actual grade of the route at one or more locationsalong the route and an estimated grade of the route at the one or morelocations. In another embodiment, another monitoring system includes acontrol system configured to determine a route condition metricrepresentative of a condition of a route traveled upon by a vehicle. Theroute condition metric is based on a comparison between an actual gradeof the route at one or more locations along the route and an estimatedgrade of the route at the one or more locations. The control system isconfigured to determine the estimated grade of the route based on one ormore of a vehicle load, an unloaded vehicle weight, power generated by apowertrain of the vehicle, or a speed of the vehicle.

In one aspect, the control system is configured to filter changes in thepower generated by the powertrain from the route condition metric thatare determined by removing the changes in the power that occur duringless than a designated time period.

In one aspect, the control system can include one or more processorsthat obtain data from one or more sensors and/or a memory device inorder to determine the route condition metric. The one or more sensorscan include a grade sensor (e.g., an inclinometer, accelerometer, etc.)that generates data representative of grades of the route, a speedsensor (e.g., a tachometer) that generates data representative of speedsof the vehicle, a global positioning system receiver that generates datarepresentative of a distance traveled by the vehicle, etc. The memorydevice can store data representative of grades of the route. The one ormore processors can obtain this data from the sensors and/or memorydevice in order to determine the route condition metric.

In one aspect, the control system is configured to determine theestimated grade of the route based on one or more of a vehicle load, anunloaded vehicle weight, power generated by a powertrain of the vehicle,and/or a speed of the vehicle.

In one aspect, the control system is configured to determine the actualgrade of the route from one or more of data generated by a grade sensorof the vehicle or from grades recorded in a memory device and associatedwith the one or more locations along the route.

In one aspect, the control system is configured to apply a low passfilter to one or more of the route condition metric, the estimated gradeof the route, and/or the actual grade of the route.

In one aspect, the control system is configured to present the routecondition metric to an operator onboard the vehicle.

In one aspect, the control system is configured to generate a warningsignal based on the route condition metric. The warning signal directsone or more of one or more other vehicles to reduce power outputs duringtravel over the route, an off-board location to change one or more of aschedule or a route being traveled by one or more other vehicles, theoff-board location to change a signals that directs where the one ormore other vehicles travel, and/or an inspection, maintenance, and/orrepair of the route.

In another embodiment, a method (e.g., for monitoring a vehicle)includes determining a consumption metric representative of one or moreof an amount of fuel consumed or an amount of energy consumed by avehicle during travel over a route. The consumption metric isindependent of one or more of vehicle load or elevation change over theroute.

In one aspect, the vehicle is a mining vehicle.

In one aspect, the method also includes determining an amount of energyneeded for travel of the vehicle over the route. The consumption metriccan represent the one or more of the amount of fuel consumed or theamount of energy consumed per unit of the energy needed for the vehicleto travel over the route.

In one aspect, the energy needed for the vehicle to travel over theroute is calculated based on one or more of an unloaded weight of thevehicle, a weight of a vehicle load carried by the vehicle, one or moregrades of the route, a moving resistance of the vehicle, and/or adistance along the route that the vehicle is to travel.

In one aspect, the unloaded weight of the vehicle is a designated weightof the vehicle without cargo or materials being carried by the vehicle.

In one aspect, the weight of the vehicle load is a weight of the cargoor materials being carried by the vehicle.

In one aspect, the grade of the route represents an amount of one ormore of an incline or decline of the route.

In one aspect, the moving resistance of the vehicle represents one ormore forces that resist movement of the vehicle along the route.

In one aspect, the one or more of the amount of fuel consumed or theamount of energy consumed is one or more of an actual amount of fuelthat is actually consumed by the vehicle or an actual amount of electricenergy that is actually consumed by the vehicle.

In one aspect, the method also includes calculating the one or more ofthe amount of fuel consumed or the amount of energy consumed by thevehicle based on one or more efficiency estimates of the vehicle andpower generated by a powertrain of the vehicle.

In one aspect, the consumption metric represents how efficiently anoperator controls the vehicle.

In one aspect, the method also can include presenting the consumptionmetric to an operator of the vehicle on an output device of the vehicle.

In one aspect, the method also can include presenting the consumptionmetric along with one or more of an actual amount of the fuel consumedor an actual amount of energy consumed by the vehicle.

In one aspect, the method also can include communicating the consumptionparameter to one or more off-board locations off of the vehicle.

In one aspect, the method also can include determining one or morecomparison metrics based on the consumption metric. The one or moreconsumption metrics can include one or more of an operator-specificconsumption metric representative of several consumption metricsassociated with operation of the vehicle by the same operator, avehicle-specific consumption metric representative of severalconsumption metrics associated with operation of the vehicle duringmultiple different trips of the vehicle and/or by multiple differentoperators, a location-specific consumption metric representative ofseveral consumption metrics associated with operation of the vehicle andone or more other vehicles at a common location, a fleet-wideconsumption metric representative of several consumption metricsassociated with the vehicle and one or more other vehicles in the samefleet of vehicles, an operational mode-specific consumption metricrepresentative of several consumption metrics associated with differentoperational modes or settings of the vehicle, a grade-specificconsumption metric representative of several consumption metricsassociated with different grades of the route, and/or a vehicleloading-specific consumption metric representative of severalconsumption metrics associated with one or more of different cargos,different weights of the cargos, and/or an absence of the cargos in thevehicle.

In one aspect, the different operational modes of the vehicle includeone or more different throttle settings of the vehicle, different speedsof the vehicle, and/or different powers generated by a powertrain of thevehicle.

In one aspect, the method also includes generating a warning signalbased on the one or more comparison metrics. The warning signal candirect one or more of an inspection, repair, and/or maintenance of thevehicle.

In one aspect, the method also can include determining a route conditionmetric representative of a condition of the route traveled upon by thevehicle. The route condition metric can be based on a comparison betweenan actual grade of the route at one or more locations along the routeand an estimated grade of the route at the one or more locations.

In another embodiment, another method (e.g., for monitoring a route)includes determining a route condition metric representative of acondition of a route traveled upon by a vehicle. The route conditionmetric can be based on a comparison between an actual grade of the routeat one or more locations along the route and an estimated grade of theroute at the one or more locations.

In one aspect, the estimated grade of the route is determined based onone or more of a vehicle load, an unloaded vehicle weight, powergenerated by a powertrain of the vehicle, and/or a speed of the vehicle.

In one aspect, the actual grade of the route is determined from one ormore of data generated by a grade sensor of the vehicle or from gradesrecorded in a memory device and associated with the one or morelocations along the route.

In one aspect, the method also can include applying a low pass filter toone or more of the route condition metric, the estimated grade of theroute, and/or the actual grade of the route.

In one aspect, the method also can include presenting the routecondition metric to an operator onboard the vehicle.

In one aspect, the method also can include generating a warning signalbased on the route condition metric. The warning signal can direct oneor more of other vehicles to reduce power outputs during travel over theroute, an off-board location to change one or more of a schedule or aroute being traveled by one or more other vehicles, the off-boardlocation to change a signals that directs where the one or more othervehicles travel, and/or an inspection, maintenance, and/or repair of theroute.

It is to be understood that the above description is intended to beillustrative, and not restrictive. For example, the above-describedembodiments (and/or aspects thereof) may be used in combination witheach other. In addition, many modifications may be made to adapt aparticular situation or material to the teachings of the inventivesubject matter without departing from its scope. While the dimensionsand types of materials described herein are intended to define theparameters of the inventive subject matter, they are by no meanslimiting and are exemplary embodiments. Many other embodiments will beapparent to one of ordinary skill in the art upon reviewing the abovedescription. The scope of the inventive subject matter should,therefore, be determined with reference to the appended claims, alongwith the full scope of equivalents to which such claims are entitled. Inthe appended claims, the terms “including” and “in which” are used asthe plain-English equivalents of the respective terms “comprising” and“wherein.” Moreover, in the following claims, the terms “first,”“second,” and “third,” etc. are used merely as labels, and are notintended to impose numerical requirements on their objects. Further, thelimitations of the following claims are not written inmeans-plus-function format and are not intended to be interpreted basedon 35 U.S.C. §112(f), unless and until such claim limitations expresslyuse the phrase “means for” followed by a statement of function void offurther structure.

This written description uses examples to disclose several embodimentsof the inventive subject matter and also to enable a person of ordinaryskill in the art to practice the embodiments of the inventive subjectmatter, including making and using any devices or systems and performingany incorporated methods. The patentable scope of the inventive subjectmatter may include other examples that occur to those of ordinary skillin the art. Such other examples are intended to be within the scope ofthe claims if they have structural elements that do not differ from theliteral language of the claims, or if they include equivalent structuralelements with insubstantial differences from the literal languages ofthe claims.

The foregoing description of certain embodiments of the inventivesubject matter will be better understood when read in conjunction withthe appended drawings. To the extent that the figures illustratediagrams of the functional blocks of various embodiments, the functionalblocks are not necessarily indicative of the division between hardwarecircuitry. Thus, for example, one or more of the functional blocks (forexample, processors or memories) may be implemented in a single piece ofhardware (for example, a general purpose signal processor,microcontroller, random access memory, hard disk, and the like).Similarly, the programs may be stand-alone programs, may be incorporatedas subroutines in an operating system, may be functions in an installedsoftware package, and the like. The various embodiments are not limitedto the arrangements and instrumentality shown in the drawings.

As used herein, an element or step recited in the singular and proceededwith the word “a” or “an” should be understood as not excluding pluralof said elements or steps, unless such exclusion is explicitly stated.Furthermore, references to “an embodiment” or “one embodiment” of theinventive subject matter are not intended to be interpreted as excludingthe existence of additional embodiments that also incorporate therecited features. Moreover, unless explicitly stated to the contrary,embodiments “comprising,” “including,” or “having” an element or aplurality of elements having a particular property may includeadditional such elements not having that property.

Since certain changes may be made in the above-described systems andmethods without departing from the spirit and scope of the inventivesubject matter herein involved, it is intended that all of the subjectmatter of the above description or shown in the accompanying drawingsshall be interpreted merely as examples illustrating the inventiveconcept herein and shall not be construed as limiting the inventivesubject matter.

What is claimed is:
 1. A monitoring system comprising: a control systemconfigured to determine a consumption metric representative of one ormore of an amount of fuel consumed or an amount of energy consumed by avehicle during travel over a route, the control system configured todetermine the consumption metric independent of one or more of a vehicleload or an elevation change over the route.
 2. The monitoring system ofclaim 1, wherein the control system is configured to determine an amountof energy needed for travel of the vehicle over the route, wherein theconsumption metric represents the one or more of the amount of fuelconsumed or the amount of energy consumed per unit of the energy neededfor the vehicle to travel over the route.
 3. The monitoring system ofclaim 2, wherein the control system is configured to determine theenergy needed for the vehicle to travel over the route based on one ormore of an unloaded weight of the vehicle, a weight of a vehicle loadcarried by the vehicle, one or more grades of the route, a movingresistance of the vehicle, or a distance along the route that thevehicle is to travel.
 4. The monitoring system of claim 3, wherein theunloaded weight of the vehicle is a designated weight of the vehiclewithout cargo or materials being carried by the vehicle.
 5. Themonitoring system of claim 3, wherein the control system is configuredto determine the energy needed for the vehicle to travel over the routebased on the moving resistance of the vehicle, wherein the movingresistance of the vehicle represents one or more forces that resistmovement of the vehicle along the route.
 6. The monitoring system ofclaim 1, wherein the control system is configured to calculate the oneor more of the amount of fuel consumed or the amount of energy consumedby the vehicle based on power generated by a powertrain of the vehicleand one or more efficiency estimates of the vehicle.
 7. The monitoringsystem of claim 1, wherein the consumption metric represents howefficiently an operator controls the vehicle.
 8. The monitoring systemof claim 1, wherein the control system is configured to determine one ormore comparison metrics based on the consumption metric, the one or morecomparison metrics including one or more of: an operator-specificconsumption metric representative of several consumption metricsassociated with operation of the vehicle by the same operator; avehicle-specific consumption metric representative of severalconsumption metrics associated with operation of the vehicle duringmultiple different trips of the vehicle and/or by multiple differentoperators; a location-specific consumption metric representative ofseveral consumption metrics associated with operation of the vehicle andone or more other vehicles at a common location; a fleet-wideconsumption metric representative of several consumption metricsassociated with the vehicle and one or more other vehicles in the samefleet of vehicles; an operational mode-specific consumption metricrepresentative of several consumption metrics associated with differentoperational modes or settings of the vehicle; a grade-specificconsumption metric representative of several consumption metricsassociated with different grades of the route; or a vehicleloading-specific consumption metric representative of severalconsumption metrics associated with one or more of different cargos,different weights of the cargos, or an absence of the cargos in thevehicle.
 9. The monitoring system of claim 8, wherein the control systemis configured to determine the one or more comparison metrics asincluding the operational mode-specific consumption metricrepresentative of the several consumption metrics associated with thedifferent operational modes or settings of the vehicle, wherein thedifferent operational modes of the vehicle include one or more differentthrottle settings of the vehicle, different speeds of the vehicle, ordifferent powers generated by a powertrain of the vehicle.
 10. Themonitoring system of claim 8, wherein the control system is configuredto generate a warning signal based on the one or more comparisonmetrics, the warning signal directing one or more of an inspection,repair, or maintenance of the vehicle.
 11. The monitoring system ofclaim 1, wherein the control system is configured to determine a routecondition metric representative of a condition of the route traveledupon by the vehicle, the route condition metric based on a comparisonbetween an actual grade of the route at one or more locations along theroute and an estimated grade of the route at the one or more locations.12. A monitoring system comprising: a control system configured todetermine a route condition metric representative of a condition of aroute traveled upon by a vehicle based on a comparison between an actualgrade of the route at one or more locations along the route and anestimated grade of the route at the one or more locations, wherein thecontrol system is configured to determine the estimated grade of theroute based on one or more of a vehicle load, an unloaded vehicleweight, power generated by a powertrain of the vehicle, or a speed ofthe vehicle.
 13. The monitoring system of claim 12, wherein the controlsystem is configured to filter changes in the power generated by thepowertrain from the route condition metric that is determined byremoving the changes in the power that occur during less than adesignated time period.
 14. The monitoring system of claim 12, whereinthe control system is configured to generate a warning signal based onthe route condition metric, the warning signal directing one or more of:one or more other vehicles to reduce power outputs during travel overthe route; an off-board location to change one or more of a schedule ora route being traveled by one or more other vehicles; the off-boardlocation to change a signals that directs where the one or more othervehicles travel; or an inspection, maintenance, and/or repair of theroute.
 15. A method comprising: determining a route condition metricrepresentative of a condition of a route traveled upon by a vehicle, theroute condition metric based on a comparison between an actual grade ofthe route at one or more locations along the route and an estimatedgrade of the route at the one or more locations.
 16. The method of claim15, wherein the estimated grade of the route is determined based on oneor more of a vehicle load, an unloaded vehicle weight, power generatedby a powertrain of the vehicle, or a speed of the vehicle.
 17. Themethod of claim 15, wherein the actual grade of the route is determinedfrom one or more of data generated by a grade sensor of the vehicle orfrom grades recorded in a memory device and associated with the one ormore locations along the route.
 18. The method of claim 15, furthercomprising applying a low pass filter to one or more of the routecondition metric, the estimated grade of the route, or the actual gradeof the route.
 19. The method of claim 15, further comprising presentingthe route condition metric to an operator onboard the vehicle.
 20. Themethod of claim 15, further comprising generating a warning signal basedon the route condition metric, the warning signal directing one or moreof: one or more other vehicles to reduce power outputs during travelover the route; an off-board location to change one or more of aschedule or a route being traveled by one or more other vehicles; theoff-board location to change a signals that directs where the one ormore other vehicles travel; or an inspection, maintenance, and/or repairof the route.